Say Hello to My lil' friend!!!
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I suppose, although the Ford Racing / Whipple high-output intercooled supercharger kit for the 4.6L 3V is rated at 550 horsepower using the supplied Ford Racing tune. Only time will tell, really, as to what the new 5.0L will be able to withstand. Whipple has a leg up on the competition, IMO, in that Ford's engineers are the ones creating the tune(s).
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I suppose, although the Ford Racing / Whipple high-output intercooled supercharger kit for the 4.6L 3V is rated at 550 horsepower using the supplied Ford Racing tune. Only time will tell, really, as to what the new 5.0L will be able to withstand. Whipple has a leg up on the competition, IMO, in that Ford's engineers are the ones creating the tune(s).
Is that 550 to the wheels or total output?
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Without changing the 11.0:1 compression ratio, I really do not see the same enormous power increases being available to the new 5.0 as we see with a simple supercharger and tune on the 9.6:1 compression ratio 3-valve SOHC 4.6's...
As Kenne Bell's data already shows, the 3-valve SOHC heads give up nothing compared to the v4-valve DOHC 03-04 Cobra or 07-09 GT500 heads in a forced induction application...
As Kenne Bell's data already shows, the 3-valve SOHC heads give up nothing compared to the v4-valve DOHC 03-04 Cobra or 07-09 GT500 heads in a forced induction application...
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Quote:
Originally Posted by laserred38
KB superchargers are usually louder than Whipples. I'd bet because of the sound deadening on the 2010+ you just don't hear it inside the car; I hope it's louder outside!
Yeah im sure thats the cause, also KB didnt bother incorporating that inlet tube that supposed to bring more noise into the cabin.
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2010 Mustang GT ,3.73 gears. J&M upper and lower control arms, panhard bar, Steeda Sport springs,
2.6L Intercooled Kenne Bell Supercharger 482Rwhp and 408.13 Max torque, Steeda axle backs, ford racing xpipe
Car was modded at GTR high performance and Kenne Bell in Rancho California.
Originally Posted by laserred38
KB superchargers are usually louder than Whipples. I'd bet because of the sound deadening on the 2010+ you just don't hear it inside the car; I hope it's louder outside!
Yeah im sure thats the cause, also KB didnt bother incorporating that inlet tube that supposed to bring more noise into the cabin.
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2010 Mustang GT ,3.73 gears. J&M upper and lower control arms, panhard bar, Steeda Sport springs,
2.6L Intercooled Kenne Bell Supercharger 482Rwhp and 408.13 Max torque, Steeda axle backs, ford racing xpipe
Car was modded at GTR high performance and Kenne Bell in Rancho California.
Last edited by xkornkidx01; Jun 24, 2010 at 02:31 PM.
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Yeah im sure thats the cause, also KB didnt bother incorporating that inlet tube that supposed to bring more noise into the cabin.
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Awesome, this is something to dream about if I ever get bored with my stock 2010.
This was sort of touched on by cdynaco's question -- was there any work required to the bottom end for the boosted output; or was it basically bolt-on top-end only?
This was sort of touched on by cdynaco's question -- was there any work required to the bottom end for the boosted output; or was it basically bolt-on top-end only?
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http://www.mustang50magazine.com/tec...ine/index.html
This is an excellent read regarding the new 5.0L engine.
From the article:
*Crankshaft: Forged steel, fully counterweighted, induction hardened
*Coyote Mustang cranks are beautiful, fully counterweighted forgings. Ford says full counterweighting was necessary almost the minute it upped the rpm and load from Three-Valve 4.6. Both main and rod journal dimensions are carryover from the 4.6; wider journals were not needed and would have increased drag. The dark-blue tint is from induction hardening
This is an excellent read regarding the new 5.0L engine.
From the article:
*Crankshaft: Forged steel, fully counterweighted, induction hardened
*Coyote Mustang cranks are beautiful, fully counterweighted forgings. Ford says full counterweighting was necessary almost the minute it upped the rpm and load from Three-Valve 4.6. Both main and rod journal dimensions are carryover from the 4.6; wider journals were not needed and would have increased drag. The dark-blue tint is from induction hardening
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